Utility vehicle control system with real time clock

ABSTRACT

A utility vehicle that includes a vehicle control system having one or more real time clocks (RTC). The RTC can be embedded in the vehicle control system, or in components or subsystems of the vehicle control system, and can be either dedicated electronics or software based. Information provided by the RTC can be used to synchronize components and subsystems of the vehicle control system. Further, such inclusion of the RTC can enable the vehicle control system to initiate a number of time based functions, including, for example, time based functions relating to battery charging, wake-up and shut down of components, status reporting, periodic vehicle level events and maintenance, and management of time based operation or use of the utility vehicle or components thereof, including vehicle cameras.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.16/695,963, entitled “UTILITY VEHICLE CONTROL SYSTEM WITH REAL TIMECLOCK,” and filed on Nov. 26, 2019, which claims priority under 35U.S.C. 119(e) to U.S. Provisional Patent Application Ser. No.62/773,017, entitled “UTILITY VEHICLE CONTROL SYSTEM EMBEDDED REAL TIMECLOCK”, filed Nov. 29, 2018, the disclosures of which are incorporatedherein by reference in their entirety for all purposes.

BACKGROUND

Embodiments of the present application generally relate to utilityvehicle control systems. More particularly, but not exclusively,embodiments of the present application relate to utility vehicle controlsystems that include one or more real time clocks.

Utility vehicles can be used for a variety of personal and commercialpurposes. Accordingly, utility vehicles can be design to have a widerange of functionalities. Given the scope of different functionalities,certain components or subsystems within the utility vehicle may operategenerally independently of other functionalities. Moreover,traditionally, there can be a lack of synchronization between suchcomponents or subsystems in at least control systems of such utilityvehicles. Accordingly, there remains a need for further contributions inthis area of technology.

BRIEF SUMMARY

One embodiment of the present application is a unique vehicle controlsystem for a utility vehicle that includes a real time clock. Otherembodiments include apparatuses, systems, devices, hardware, methods,and combinations for synchronizing the subsystem or components of avehicle control system of a utility vehicle. Further embodiments, forms,features, aspects, benefits, and advantages of the present applicationshall become apparent from the description and figures providedherewith.

BRIEF DESCRIPTION OF THE DRAWINGS

The description herein makes reference to the accompanying figureswherein like reference numerals refer to like parts throughout theseveral views.

FIG. 1 illustrates a schematic representation of an exemplary vehiclesystem according to an illustrated embodiment of the subjectapplication.

FIG. 2 illustrates a representation of exemplary subsystems of a vehiclecontrol system according to an illustrated embodiment of the subjectapplication.

FIGS. 3 and 4 illustrate representations of exemplary architectures ofsubsystems of vehicle control systems that include an electronic batterycontrol module that is coupled to a lithium ion battery pack.

FIGS. 5a and 5b (collectively referred to as FIG. 5) illustrate arepresentation of an exemplary lithium/AC vehicle control systemarchitecture that includes an electronic battery control module that iscoupled to a lithium ion battery pack, and in which a vehicle controlmodule outputs signals for a plurality of DC powered loads.

FIGS. 6a and 6b (collectively referred to as FIG. 6) illustrate arepresentation of an exemplary lithium/AC vehicle control systemarchitecture that includes an electronic battery control module that iscoupled to a lithium ion battery pack, and in which a user displayreceives power via an auxiliary DC/DC converter.

The foregoing summary, as well as the following detailed description ofcertain embodiments of the present invention, will be better understoodwhen read in conjunction with the appended drawings. For the purpose ofillustrating the invention, there is shown in the drawings, certainembodiments. It should be understood, however, that the presentinvention is not limited to the arrangements and instrumentalities shownin the attached drawings.

DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

Certain terminology is used in the foregoing description for convenienceand is not intended to be limiting. Words such as “upper,” “lower,”“top,” “bottom,” “first,” and “second” designate directions in thedrawings to which reference is made. This terminology includes the wordsspecifically noted above, derivatives thereof, and words of similarimport. Additionally, the words “a” and “one” are defined as includingone or more of the referenced item unless specifically noted. The phrase“at least one of” followed by a list of two or more items, such as “A, Bor C,” means any individual one of A, B or C, as well as any combinationthereof.

FIG. 1 illustrates a schematic representation of an exemplary vehiclesystem 10 according to an illustrated embodiment of the subjectapplication. As illustrated, the exemplary vehicle system 10 can includea utility vehicle 12 having an associated vehicle control system 14. Avariety of different types of vehicles can be used as the utilityvehicle 12. Further, the utility vehicle 12 can be a motorized vehicle,such as, for example, a vehicle that is motorized or otherwise poweredvia use of electrical power, batteries, internal combustion engines,renewal energy sources, and/or combinations thereof, in addition toother manners of motorization. In one particular form, the utilityvehicle 12 includes a lithium ion battery pack that is structured toprovide electrical power used to power a motor of the utility vehicle 12that provides a driving force for movement of the utility vehicle 12and/or which provides electrical power for one or more electricaldevices of the utility vehicle 12. Further, the utility vehicle 12 canbe adapted for a variety of different types of applications and/or uses.For example, according to certain embodiments, the utility vehicle 12 isa motorized golf car or cart. Alternatively, or additionally, accordingto other embodiments, the utility vehicle 12 is a fully autonomousvehicle, relatively small all-terrain utility vehicle, a neighborhoodvehicle, or any other similarly classed light utility passenger vehicle.Accordingly, it will be understood that descriptions found herein thatmention “utility vehicle” are not to be construed as limited, but rathercan be applied more broadly as set forth herein.

The vehicle control system 14, which can be positioned within and/oraround the utility vehicle 12, can utilize a variety of different typesof hardware and/or software. Additionally, the vehicle control system 14can be configured to execute a variety of different computer basedapplications, including, for example, at least those discussed below andillustrated with respect to FIGS. 2-6. Additionally, according tocertain embodiments, the vehicle control system 14 can execute orotherwise rely upon various computer software applications, components,programs, objects, modules, and/or data structures. Moreover, variousapplications, components, programs, objects, and/or modules, can beexecuted on one or more processors of the vehicle control system 14, orin another device or web-server network that is coupled to the vehiclecontrol system 14.

According to the exemplary embodiment depicted in FIG. 1, the vehiclecontrol system 14 includes a processing device 16, an input/outputdevice 18, a memory 20, and an operating logic 22. Furthermore, asillustrated, the vehicle control system 14 can communicate with one ormore external devices 24, as discussed below. The input/output device 18can be any type of device that allows the vehicle control system 14 tocommunicate with the external device 24 and/or to otherwisereceive/communicate instructions and/or information. For example,according to certain embodiments, the input/output device 18 can be anetwork adapter, network card, or a port (e.g., a USB port, serial port,parallel port, VGA, DVI, HDMI, FireWire, CAT 5, or any other type ofport). The input/output device 18 can be comprised of hardware,software, and/or firmware. It is contemplated that the input/outputdevice 18 includes more than one of these adapters, cards, or ports.Additionally, according to certain embodiments, the vehicle controlsystem 14 can include, or otherwise be coupled to, one or moretransceivers that are configured for communication with external devices24, including, for example, via use of one or more wireless protocols ordata streams, among other communication protocols.

The external device 24 can be any type of device that allows data to beinputted or outputted from the vehicle control system 14. To set forthjust a few non-limiting examples, the external device 24 can be ahandheld device, another computer, a server, a printer, a display, analarm, an illuminated indicator, a keyboard, a mouse, a mouse button, ora touch screen display. Furthermore, it is contemplated that, accordingto certain embodiments, the external device 24 can be integrated intothe vehicle control system 14. For example, the vehicle control system14 can be a smartphone, a laptop computer, or a tablet computer.Additionally, according to certain embodiments, the display of theexternal device 24, if any, may or may not be integrated with thevehicle control system 14 as one unit, which can be consistent with thegeneral design of certain external devices 24, such as, for example,smartphones, laptop computers, tablet computers, and the like. It isfurther contemplated that there can be more than one external device incommunication with the vehicle control system 14.

The processing device 16 can be of a programmable type, a dedicated,hardwired state machine, or a combination of these, and can furtherinclude multiple processors, Arithmetic-Logic Units (ALUs), CentralProcessing Units (CPUs), or the like. For forms of processing devices 16with multiple processing units, distributed, pipelined, and/or parallelprocessing can be utilized as appropriate. The processing device 16 canbe dedicated to performance of just the operations described herein, orcan be utilized in one or more additional applications. In the depictedform, the processing device 16 is of a programmable variety thatexecutes algorithms and processes data in accordance with the operatinglogic 22 as defined by programming instructions (such as software orfirmware) stored in the memory 20. Alternatively or additionally, theoperating logic 22 for the processing device 16 is at least partiallydefined by hardwired logic or other hardware. The processing device 16can be comprised of one or more components of any type suitable toprocess signals received from the input/output device 18, the externaldevice 24, or elsewhere, as well as provide desired output signals. Suchcomponents can include digital circuitry, analog circuitry, or acombination of both.

The memory 20 can be of one or more types, such as a solid-statevariety, electromagnetic variety, optical variety, or a combination ofthese forms. According to certain embodiments, the memory 20 canrepresent a random access memory (RAM) device, supplemental levels ofmemory (e.g., cache memories, non-volatile or backup memories (e.g.,programmable or flash memories)), read-only memories, or combinationsthereof. Further, the memory 20 can be volatile, nonvolatile, or amixture of these types, and some or all of the memory 20 can be of aportable variety, such as a disk, tape, memory stick, cartridge, or thelike. Additionally, the memory 20 can store data that is manipulated bythe operating logic 22 of the processing device 16, such as datarepresentative of signals received from and/or sent to the input/outputdevice 18 in addition to or in lieu of storing programming instructionsdefining the operating logic 22, just to name one example. As shown inFIG. 1, according to certain embodiments, the memory 20 can be includedwith the processing device 16 and/or coupled to the processing device16. The memory 20 can store a variety of data, including, for example,at least data related to setting controls of one or more utilityvehicles 12, among other data. In addition to the memory 20, the vehiclesystem 10 can include other memory located elsewhere in the vehiclesystem 10, such as cache memory in a CPU of an external device 24, aswell as any storage capacity used as a virtual memory (e.g., as storedon a storage device or on another computer coupled to the vehicle system10).

The external device 24 can have one or more similar characteristics ofthe vehicle control system 14 that is described above. No limitation isintended to confine the external device 24 to any particular type ofdevice. Data from the external device 24 can be provided to the vehiclecontrol system 14 using any variety of techniques. For example, data canbe transmitted over a wired or wireless link, and/or a memory module(e.g. USB stick) can be removed from the external device 24 andconnected to a vehicle control system 14. A combination of two or moreof the above-mentioned techniques of conveying information from theexternal device 24 to the vehicle control system 14 are contemplatedherein.

According to certain embodiments, the utility vehicle 12 can beconfigured to communicate information externally over external devices24 that include one or more networks. The one or more networks can eachinclude, or be in operable communication with, one or more computernetworks, such as, for example, a local area network (LAN) includingwireless LAN (i.e., Wi-Fi), a wide area network (WAN), a cellularnetwork (e.g., 3G, 4G Long-Term Evolution (LTE), 5G, etc.), and/or theInternet, among other networks that are configured to send and/orreceive data.

In the exemplary embodiment illustrated in FIG. 1, the utility vehicle12 can include, or have operably coupled thereto, a navigation andpositioning system (NPS), which can also be referred to as a telematicssystem and/or a respective telematics system(s). For example, accordingto certain embodiments, the NPS is a global position system (GPS) devicethat is mounted external to the utility vehicle 12, and/or an electronichorizon device that is connected to the utility vehicle 12. According tosuch embodiments, the NPS can be electronically connected to the vehiclecontrol system 14 for the purpose of providing, and/or receivinginformation, including, for example, geographic location data, amongother data. Further, according to certain embodiments, other additionalinformation can be can be transmitted to/from the NPS and the vehiclecontrol system 14.

In the illustrated embodiment of FIG. 1, the vehicle control system 14can also be connected to a display 26, as such as, for example, adisplay 26 that is positioned for viewing by a user or operator of theutility vehicle 12. In certain embodiments, the display 26 can be avisual display computer unit (e.g., a monitor, a liquid crystal display(LCD) panel, organic light emitting diode (OLED) display panel, amongothers) such as a touch screen interactive display, that can display avariety of information, including, for example, information that isupdated in real-time regarding the current location of the utilityvehicle 12, as well as information pertaining to other utility vehicles.

FIG. 2 illustrates a representation of exemplary subsystems of a vehiclecontrol system 14 according to an illustrated embodiment of the subjectapplication. As shown, according to the illustrated embodiment, thevehicle control system 14 can include, for example, a real time clock(RTC) 100, a wireless connectivity module 102, a user display 26, abattery management system (BMS) or electronic battery control module104, a motor control unit or motor controller (MCU) 106, an electronicvehicle control module (VCM) 108, a battery charger 110, a visualdisplay unit 112 (VDU), and/or an engine control module/unit (ECU),among other subsystems. As shown in FIG. 2, the VCM 108 can alsocommunicate with a diagnostic port 114 and an engine diagnostic port116. Such subsystems of the vehicle control system 14 can communicatewith each other via a variety of different communication protocols,including, for example, via a common communication bus/protocol.According to certain embodiment, the communication protocol(s) used forsuch communications by subsystems can be a proprietary communicationand/or an industry standard communication, such as, for example, anautomotive industry standard based communication, including, but notlimited to, LIN, CAN, CAN Calibration Protocol (CCP), and/or FlexRay,among other communication protocols.

The vehicle control system 14 can include one or more RTC 100. Accordingto certain embodiments, the RTC 100 can be embedded in one or more, ifnot all, of the control system components, and can be either dedicatedelectronics or software based. For example, as shown in FIGS. 3 and 5,according to certain embodiments, the RTC 100 may be a separate unitthat is in communication with the VCM 108. Alternatively, according tocertain embodiments, one or more components of subsystems of the vehiclecontrol system 14 can include, or be individually connected to, an RTC100. For example, as indicated by FIGS. 4 and 6, according to certainembodiments, one or more of the VCM 108, a battery pack 118, and the BMS104 can include an RTC 100. Additionally, the RTC 100 included in thevehicle control system 14 can be hardware, an electronic circuit, orsoftware based.

The RTC 100 can be powered in a variety of different manners. Forexample, as shown by FIG. 3, according to certain embodiments, the RTC100 can be configured to be powered by electrical power from a mainpower supply that has been processed so as to be at a voltage and/or aamperage level(s) that are suitable for use by the RTC 100 and/or viapower provided by operation of a BMS 104, such as, for example, powerprovided by a lithium ion battery pack 118. Alternatively, according tocertain embodiments, the RTC 100 can have a dedicated power supply, suchas, for example, a disposable battery, including, but not limited to, asingle cell battery. Additionally, the RTC 100 can be powered in acombination of manners, including, for example, powered by electricalpower from a main power source during certain conditions/times, poweredvia operation of the BMS 104 and/or battery pack 118 during otherconditions/times, and/or powered by a dedicated power source, such as,for example, a single cell battery, during certain conditions/times. Forexample, in the absence of power from a main power supply, the RTC 100can receive power from the operation of the BMS 104 and/or battery pack118, such as, for example, the BMS 104 being operated such that the RTC100 receives power provided by a battery pack 118 having a lithium ionbattery, and/or the power can be provided by a dedicated RTC 100battery. Further, according to embodiments in which the RTC 100 isembedded within a subsystem, such as, for example, the VCM 108 or BMS104, or is part of a battery pack 118, among other components andsubsystems, the RTC 100 can receive a portion of the electrical powerthat is supplied to, or provided by, that particular subsystem orcomponent. Additionally, according to embodiments in which the vehiclecontrol system 14 includes multiple RTCs 100, one or more RTCs 100 canbe powered in a manner that is, at least in part, different than amanner in which another RTC 100 is powered.

The RTC 100 can be configured to provide a time based or representativemeasurement or indicator. For example, according to certain embodiments,the RTC 100 can provide an indication of an actual time and/or date. TheRTC 100 can have a variety of degrees of granularity and/or precision.For example, according to certain embodiments, the RTC 100 can provideone or more increments of time, such as, for example, year, hour,minute, second, and/or nanosecond, as well as any combination thereof,among other increments or measure representative of time. Further, sucha date can include, but is not limited to, a day of the week, such as,for example, Monday, and/or a calendar date. Alternatively, the RTC 100can provide another measurement, such as, for example, a counter thatcan be synchronized to a reference time or event, including, but notlimited to, a time or period of a day, week, and/or month. According tocertain embodiments in which the RTC 100 provides real time and/or date,the time and/or date provided by the RTC 100 can be initially set on themanufacturing line of the subsystem using an appropriate communicationprotocol, at the finished/integrated vehicle level through appropriatediagnostic communication protocols/connections, or through wirelessconnectivity technology such as, but not limited to, WiFi, Bluetooth,ZigBee, ZWave, etc. Additionally, according to certain embodiments, theRTC 100 can include algorithms to automatically adjust/implement the settime and/or date of the RTC 100 to account for Daylight Savings Time(DST) for those regions in which the utility vehicle 12 is located thatthat observe DST.

Information provided by the RTC 100 can be used to synchronizecomponents and subsystems of the vehicle control system 14. For example,the VCM 108, which can receive/retrieve information from the RTC 100using a communication protocol, such as, for example, CAN, among others,can use information from the RTC 100 to synchronize the operation ofdifferent subsystems of the vehicle control system 14 to the same timeand/or date, which, again, may, or may not, be the actual current timeand date. Such synchronization can allow the utility vehicle controlsystem 14 to determine when certain events, such as, for example, timebased events that are commenced by the VCM 108 and/or the operation ofparticular subsystems of the vehicle control system 14, are eitherenabled/initiated or disabled/terminated. For example, as discussedbelow, use by the VCM 108 of the information provided by the RTC 100 canenable the vehicle control system 14 to: initiate or terminate timebased a charging event(s) for the utility vehicle 12 and/or associatedbatteries; initiate or terminate time based wake up or shutdown ofcomponents of the vehicle control system 14, among other electroniccomponents of the utility vehicle 12; initiate or terminate systemstatus reporting, including, but not limited to, status reporting forthe vehicle control system 14 and/or select components thereof; initiateor terminate periodic vehicle level events and maintenance; manageand/or control time based operation of the utility vehicle 12; enabletime stamping for events and/or operational usage data of the utilityvehicle 12, vehicle control system 14, and/or components thereof;and/or, enable or disable a rear/forward facing camera(s). Additionally,as discussed below, inclusion of the RTC 100 can also facilitate thevehicle control system 14 being configured to time stamp at leastevents, operation usage data, and/or data pertaining to the operation ofthe utility vehicle 12 and/or the vehicle control system 14. Further,subsystems or components of the vehicle control system 14 can useinformation or data from the RTC 100 to time stamp any and all dataparameters created, communicated, stored, or transmitted within thevehicle control system 14. This can include, but is not limited to,control messages, commands, acknowledgments, data parameters, faultinformation, and/or software variables, as well as various combinationsthereof. Further, such data can also include both data informationinternal to the vehicle control system 14, as well as any datainformation transmitted externally, such as, for example, to a vehiclemonitoring system or external device 24.

According to certain embodiments, use by the VCM 108 of the informationprovided by the RTC 100 can result in the VCM 108 being operated in amanner that can result in the initiation and/or termination of timebased charging of the utility vehicle 12, and more specifically,charging of a battery(ies) of the utility vehicle 12 at pre-definedtimes. For example, according to certain embodiments, informationprovided/retrieved to/by the VCM 108 from the RTC 100 can becommunicated to the battery charger 110 and/or BMS 104 so as toinitiate/terminate the charging process. Such initiation/termination ofthe charging process can be based on a single timed event, or on anunlimited number of timed events. For example, according to certainembodiments, information pertaining to setting the event start time, theend time, and/or the duration of the charging process can becommunicated to the VCM 108, such as, for example, via operation by auser of the input/output device 18 and/or an external device(s) 24,and/or may be preprogrammed. Further, information regarding the eventstart time and the end time for the charging process can be storedwithin the vehicle control system 14, among other locations, including,for example, within the memory 20.

The vehicle control system 14, such as, for example, the VCM 108, canmonitor the RTC 100 to determine if the time provided by the RTC 100 isat, or satisfies, a predetermined or preselected start time for thecharging process. If the VCM 108 determines that, based on the timeprovided by the RTC 100, the time and/or date has reached or is at thepredetermined or preselected start time and/or date for the chargingprocess, and the utility vehicle 12 is connected to an external powersupply, such as, for example, a utility power supply, then the VCM 108can issue a signal or command to the battery charger 110 and/or the BMS104 to begin charging the battery(ies). The VCM 108 can continue tomonitor the RTC 100, such as, for example, continuously or at certainintervals, and determine if the time and/or date, as provided by the RTC100, has reached or is at the predetermined or preselected end time forthe charging process. If the time, as provided by the RTC 100, hasreached or is at the predetermined or preselected end time for thecharging process, the VCM 108 can then issue a signal or command to thebattery charger 110 and/or the BMS 104 to terminate the charging processso as to cease charging of the battery(ies) at least via the powerprovided by the external power supply. Additionally, the initiationand/or termination of charging events can also be time stamped forhistorical and diagnostic purposes, as discussed below. Additionally,such time stamped information can be stored by the vehicle controlsystem 14, such as, for example, by the memory 20, or in anotherdatabase, such as, for example, a database associated with the externaldevice 24.

As previously discussed, information provided by the RTC 100 can also beused to initiate and/or terminate time-based wake up or shutdown of oneor more components or subsystems of the vehicle control system 14. Forexample, during times when one or more components or subsystems of thevehicle control system 14 enter into a suspended, idle, or hibernationmode, among other energy saving modes, that can, for example, beassociated with periods of non-operational and/or storage of the utilityvehicle 12, the vehicle control system 14 can be designed to wake-upall, or, alternatively, singular, components of the vehicle controlsystem 14. According to certain embodiments, such wake-up can beinitiated to perform status/health checks on any or all componentsconnected to the vehicle control system 14, including, for example, anyor all components connected to one or more communication buses 120 ofthe vehicle control system 14. Such components that can be subjected tosuch wake-up can include, but are not limited to, components of thevehicle control system 14, telemetry/telematics components directlyconnected to the utility vehicle communication bus 120, and/orcomponents connected wirelessly to the vehicle communication bus 120.The vehicle control system 14 can monitor the information and/or dataprovided by the RTC 100 and initiate the wake-up command at apre-defined time, including, for example, at a preset time, atpredetermined time intervals, and/or predetermined time lapses followinginitiation of the a period of inactivity.

According to certain embodiments, such wake-up signals can be generatedby the VCM 108 and/or the RTC 100, among other possible components ofthe vehicle control system 14. Additionally, in response to the wake-upsignal(s), the vehicle control system 14, or an appropriate subsystem orcomponent, can execute a particular defined system event, before thevehicle control system 14, including, for example, the VCM 108, issues acommand to the appropriate system component(s) to return to theirprevious state, for example to an idle or sleep mode. Additionally, theinitiation and/or termination of such a system event, as well as thedata collected in association with the event, can be time stamped, suchas, for example, via use of information from the RTC 100, for historicaland/or diagnostic purposes, as can any other data collected inassociation with the event. Additionally, such time stamped informationcan be stored by the vehicle control system 14, such as, for example, bythe memory 20, or in another database, such as, for example, a databaseassociated with the external device 24.

During at least certain times of operational use, the vehicle controlsystem 14 can be designed to shut down all, or singular, components orsubsystems of the vehicle control system 14. For example, during atleast operating conditions, the vehicle control system 14, including,for example, the VCM 108, can initiate shut down of some, if not all,components or subsystems of the vehicle control system 14 so as toconserve energy, including, for example, energy drawn from any or allcomponents connected to the vehicle control system communication bus120. In particular, such shut down can include, but is not limited to,components of the vehicle control system 14, telemetry/telematicscomponents directly connected to the utility vehicle communication bus120, and/or components connected wirelessly to the vehicle communicationbus 120. According to certain embodiments, such shut down can also beinitiated per user-defined parameters that can be stored in componentsof the vehicle control system 14 and/or in the memory 20. For example,according to certain embodiments, the vehicle control system 14 can beconfigured to enable automatic shutdown of any and all accessories orthe entire utility vehicle 12 after a pre-defined time of inactivityand/or upon execution or completion of a vehicle power down sequence.Further, similar to the previously discussed wake-up commands followingthe vehicle control system 14, or components thereof being in an idle orsleep modes, following shut down, the vehicle control system 14,including, for example, the VCM 108, can monitor the information anddata from the RTC 100 and initiate a wake-up command at a pre-definedtime. Additionally, as is also similar to the previously discussedwake-up from a sleep or idle mode, following receipt of the wake-upcommand, the awoken component(s), subsystem(s), or vehicle controlsystem 14, can execute one or more defined system events before thevehicle control system 14, such as, for example, the VCM 108, issues asignal or command for the appropriate system component(s) orsubsystem(s) to return to its/their previous state, such as, forexample, the idle or sleep mode. The initiation or termination of suchsystem events, including shutdown, awakening, and execution of asystem(s) (and the data associated therewith), and/or the return of thecomponent(s) or subsystem(s) to its/their previous state, can be timestamped, such as, for example, via use of information from the RTC 100,for historical and diagnostic purposes. Additionally, such time stampedinformation can be stored by the vehicle control system 14, such as, forexample, by the memory 20, or in another database, such as, for example,a database associated with the external device 24.

The vehicle control system 14 and its components or subsystems can alsobe designed to monitor information or data regarding operational status.Such monitored data can include operational use data, operational faultdata, and defined communication bus operational data, among other data.Additionally, such monitored operational data can be internallylogged/stored by the vehicle control system 14 and/or by the externaldevice 24. According to certain embodiments, such monitored operationaldata is communicated over a communication bus 120, and is used duringreal-time computations relating to the operation of the utility vehicle12, as well in connection with modifications to operational modes. Suchmonitored operational data can also be reported to a vehicle monitoringsystem that can be internal or external to the utility vehicle 12. Suchreporting can occur at a variety of different times, including, forexample, at least at pre-defined time intervals, such pre-defined timeintervals that are stored in the vehicle control system 14. Accordingly,the vehicle control system 14, including, for example, the VCM 108, canmonitor the RTC 100 and report any or all data stored. Further, datapushed to the vehicle monitoring system can be defined by control systemsoftware within components or subsystems of the vehicle control system14. Similar to other tasks, such monitoring and collection of operationdata, as well as any associated reporting or data push, can be timestamped via use of the RTC 100 for historical and diagnostic purposes.Additionally, such time stamped information can be stored by the vehiclecontrol system 14, such as, for example, by the memory 20, or in anotherdatabase, such as, for example, a database associated with the externaldevice 24.

According to certain embodiments, at least some of the monitoredoperational data can be pre-categorized based on criticality ofoperation, maintenance, and safety. Similar to other monitoredoperational data, such data can also be reported to the vehiclemonitoring system at a pre-defined time interval(s) that can be storedin the vehicle control system 14. However, alternatively, suchpre-categorize monitored operational data can also be reportedimmediately to the vehicle monitoring system based on fault levelcategorization. For example, according to certain embodiments, theseverity associated with at least certain pre-categorize monitoredoperational data can be immediately reported to the vehicle monitoringsystem so as to facilitate the initiation or termination of certainperiodic vehicle level events and/or maintenance of the utility vehicle12. Additionally, similar to other monitored operational data, suchpre-categorize monitored operational data, as well as any associatedreporting, data push, and/or related events, can be time stamped via useof the RTC 100 for historical and diagnostic purposes. Additionally,such time stamped information can be stored by the vehicle controlsystem 14, such as, for example, by the memory 20, or in anotherdatabase, such as, for example, a database associated with the externaldevice 24.

According to certain embodiments, the RTC 100 can also be used inconnection with managing and/or controlling time based operation of theutility vehicle 12. Moreover, according to certain embodiments, thevehicle control system 14 can utilize data from the RTC 100 inconnection with times being defined and/or selected for operation of theutility vehicle 12. For example, according to certain embodiments, auser or operator of the utility vehicle 12 can set time periods duringwhich the utility vehicle 12 may, or may not, be operated, as well astimes associated with the duration of such operation. Moreover, suchoperational times can define, but are not limited to, duration ofoperation of the utility vehicle 12 from a start time, period(s) of dayand/or day(s) of week for available operation of the utility vehicle 12,such as, for example, setting a time range(s) during a day(s) duringwhich utility vehicle 12 can, or cannot, be operated by a user, such as,for example, driven by a user(s). The user can set such operationalsettings in a variety of different manners, including, for example, viathe input/output device 18, including a touch screen of the display 26,and/or the external device 24. Additionally, such data can be stored inthe vehicle control system 14, such as, for example, in the memory 20and/or by an external device 24. Additionally, the vehicle controlsystem 14, such as, for example, the VCM 108, can monitor the timeprovided by the RTC 100 to enforce proper control over vehicleoperation.

For example, using information provided by the RTC 100, the vehiclecontrol system 14, such as, for example, the VCM 108, can determinewhether operation, and/or attempts to operate, the utility vehicle 12are occurring during a time that is within a preset time for allowed useof the utility vehicle 12, as discussed above, such, as for example, apreselected time period during which driving of the utility vehicle 12is permitted. If such use, or attempted use, of the utility vehicle 12is determined by the vehicle control system 14 to be within the presetoperational time(s), based on at least a comparison of information ofthe current time provided by the RTC 100 and the stored or recorded dataregarding the preset operational time(s) for permissible use, then thevehicle control system 14 can permit the user to operate the utilityvehicle 12, such as, for example, drive the utility vehicle 12. If,however, the vehicle control system 14, such as, for example, the VCM108, determines that the use, or attempted use, of the utility vehicle12 is not within the stored or recorded preset operational time(s), thenthe vehicle control system 14 will prohibit and/or terminate such use,or attempted use, of the utility vehicle 12. Additionally, theinitiation, attempted initiation, and/or termination of such operationor attempted operation of the utility vehicle 12 can also be timestamped, such as, for example, via information from the RTC 100, forhistorical and diagnostic purposes, as well as any data collected bysuch events. Additionally, such time stamped information can be storedby the vehicle control system 14, such as, for example, by the memory20, or in another database, such as, for example, a database associatedwith the external device 24.

One aspect of an embodiment of the present application includes anapparatus comprising a utility vehicle having a vehicle control systemand at least one real time clock communicatively coupled to the vehiclecontrol system.

A feature of the present application includes the utility vehicle havinga lithium ion battery pack.

Another feature of the present application includes the lithium ionbattery pack being coupled to a vehicle control module of the vehiclecontrol system.

Still yet another feature of the present application includes thevehicle control system having a charger and a battery management system,the battery management system being coupled to the lithium ion batterypack.

Still another feature of the present application is the vehicle controlsystem does not include any battery source other than the lithium ionbattery pack.

A further feature of the present application includes, wherein the atleast one real time clock is embedded in the battery storage module.

Another feature of the present application includes wherein the at leastone real time clock is embedded in the battery storage module of thevehicle control system.

Another feature of the present application includes the at least onereal time clock is embedded in the vehicle control module of the vehiclecontrol system.

Still another feature of the present application is wherein the realtime clock is configured to provide at least one of an actual time,actual day of the week, actual day of the year, and the actual calendaryear.

Yet another feature of the present application includes wherein thevehicle control system is configured to monitor information or dataprovided by the real time clock.

Another feature of the present application includes wherein the vehiclecontrol system is configured to store information regarding at least oneof a start time and end time for a charging process of a battery of theutility vehicle, the start time being predetermined and representing atime to at least initiate the charging process, the end time beingpredetermined and representing a time to terminate the charging process.

Yet another feature of the present application includes wherein thevehicle control system is configured to determine, based on informationor data provided by the real time clock, whether at least one of thestart time for the charging process or the end time for the chargingprocess has arrived.

Another aspect of an embodiment of the present application is a methodthat comprises storing at least one of a start time and an end time fora charging process in a memory of a vehicle control system of a utilityvehicle or an external device that is at least communicatively coupledto the utility vehicle; determining, from information provided by a realtime clock of the vehicle control system of the utility vehicle, acurrent time; determining, by the vehicle control system and via use ofthe current time from the real time clock, whether the start time forthe charging process has arrived; initiating, by the vehicle controlsystem if the start time has arrived, the charging process; determining,by the vehicle control system and via use of the current time from thereal time clock, whether the end time for the charging process hasarrived; and, terminating, by the vehicle control system if the end timehas arrived, the charging process.

Still another feature of the present application includes time stamping,by the vehicle control system and via use of the current time from thereal time clock, data of an event associated with at least one of thesteps of initiating and terminating the charging process; and recordingthe event.

Still another feature of the present application includes reporting theevent to a vehicle monitoring system.

Another aspect of an embodiment of the present application is a methodthat includes storing at least one predetermined wake-up time in amemory of a vehicle control system of a utility vehicle or an externaldevice that is at least communicatively coupled to the utility vehicle;determining, from information provided by a real time clock of thevehicle control system of the utility vehicle, a current time;determining, by the vehicle control system and via use of the currenttime from the real time clock, whether the at least one predeterminedwake-up time has arrived; transmitting, by the vehicle control system ifthe at least one predetermined wake-up time has arrived, a wake-upsignal; performing by the vehicle control system, in responsetransmitting the wake-up signal, at least one check on one or morecomponents of the vehicle control system; and, transmitting, by thevehicle control system and after completion of the at least one check, asignal to return to an idle or sleep mode.

Still another feature of the present application includes time stamping,by the vehicle control system and via use of the current time from thereal time clock, data of an event associated with at least one oftransmitting the wake-up signal, performance of the at least one check,and transmitting the signal to return to the idle or sleep mode, andrecording the event.

Still another feature of the present application includes reporting theevent to a vehicle monitoring system.

Another aspect of an embodiment of the present application is a methodthat includes storing at least one of a start time and an end time foran operational status check for a utility vehicle in a memory of avehicle control system of the utility vehicle or an external device thatis at least communicatively coupled to the utility vehicle; determining,from information provided by a real time clock of the vehicle controlsystem of a the utility vehicle, a current time; determining, by thevehicle control system and via use of the current time from the realtime clock, whether the start time for the operational status check hasarrived; initiating, by the vehicle control system if the start time hasarrived, the operational status check; retrieving the operational datafrom the operational status check, the operational data including atleast one of operational use data, operational fault data, and definedcommunication bus operational data; determining, by the vehicle controlsystem and via use of the current time from the real time clock, whetherthe end time for the operational status check has arrived; andterminating, by the vehicle control system if the end time has arrived,the operational status check.

Still another feature of the present application includes time stamping,by the vehicle control system and via use of the current time from thereal time clock, an event associated with at least one of the initiationof the operational status check, the termination of the operationalstatus check, and the retrieved operation data, and recording the event.

Still another feature of the present application includes reporting theevent to a vehicle monitoring system.

Still another feature of the present application includes the step ofpre-categorizing at least some of the operational data based on at leastone of criticality of operation, maintenance, and safety, and, adjustinga time for reporting the event based on a determination that theretrieved operational data falls within a pre-categorized class ofoperational data.

Another aspect of an embodiment of the present application is a methodthat includes storing at least one of a start time and an end time forpermissible vehicle operation in a memory of a vehicle control system ofa utility vehicle or an external device that is at least communicativelycoupled to the utility vehicle; determining, from information providedby a real time clock of the vehicle control system of the utilityvehicle, a current time; determining, by the vehicle control system andvia use of the current time from the real time clock, whether the starttime for permissible vehicle operation has arrived; permitting, by thevehicle control system if the start time has arrived, operational use ofthe vehicle, such operational use including ability to drive the utilityvehicle; determining, by the vehicle control system and via use of thecurrent time from the real time clock, whether the end time forpermissible vehicle operation has arrived; and terminating, by thevehicle control system if the end time has arrived, operational use ofthe utility vehicle.

Still another feature of the present application includes time stamping,by the vehicle control system and via use of the current time from thereal time clock, data of an event associated with at least one of thesteps of permitting and terminating operational use of the vehicle; andrecording the event.

Still another feature of the present application includes reporting theevent to a vehicle monitoring system.

Another aspect of an embodiment of the present application is a methodcomprising determining, from information provided by a real time clockof a vehicle control system of a utility vehicle, a first current time;determining, by the vehicle control system and using the first currenttime from the real time clock, whether a start time has arrived forstarting an operation that is performed using at least the vehiclecontrol system; initiating, by the vehicle control system if the starttime has arrived, the operation; determining, from information providedby the real time clock, a second current time, the second current timebeing later than the first current time; determining, by the vehiclecontrol system and using the second current time from the real timeclock, whether an end time for the operation has arrived; andterminating, by the vehicle control system if the end time has arrived,the operation.

Additionally, a feature of the present application includes timestamping, by the vehicle control system using information provided bythe real time clock, data of an event associated with at least one ofthe steps of initiating and terminating the operation; and recording theevent.

Still yet another feature of the present application includes theoperation being a charging operation for one or more batteries of theutility vehicle, and further wherein the start time is a time at whichthe charging operation is to commence, and the end time is another timeat which the charging operation is to end.

A further feature of the present application includes wherein theoperation is an operational status check for the utility vehicle, andwherein the method further includes retrieving, during the operationalstatus check, operational data, the operational data including at leastone of an operational use data, an operational fault data, and a definedcommunication bus operational data.

Another feature of the present application further includes the steps ofpre-categorizing at least some of the operational data based on at leastone of the following: criticality of operation, maintenance, and safety;and adjusting a time for the recorded event based on a determinationthat the retrieved operational data falls within a pre-categorized classof operational data.

Still another feature of the present application includes wherein thestart time corresponds to commencement of a period of time forpermissible vehicle operation of the utility vehicle, and wherein theend time corresponds to an end of the period of time for permissiblevehicle operation of the utility vehicle.

Another aspect of an embodiment of the present application includesdetermining, from information provided by a real time clock of a vehiclecontrol system of a utility vehicle, a current time; determining, by thevehicle control system using at least the current time from the realtime clock, whether at least one predetermined wake-up time has arrived;transmitting, by the vehicle control system if the at least onepredetermined wake-up time has arrived, a wake-up signal to one or morecomponents of the vehicle control system; performing, by the vehiclecontrol system in response to transmitting the wake-up signal, at leastone status check on the one or more components of the vehicle controlsystem; and transmitting, by the vehicle control system and aftercompletion of the at least one status check, a signal to return the oneor more components of the vehicle control system to an idle or sleepmode.

Another feature of the present application further includes the stepsof: time stamping, by the vehicle control system using at leastinformation from the real time clock, data of an event associated withat least one of the transmission of the wake-up signal, performance ofthe at least one status check, and the transmission of the signal toreturn to the idle or sleep mode; and recording the event.

Another aspect of an embodiment of the present application includes autility vehicle having a vehicle control system; and at least one realtime clock communicatively coupled to the vehicle control system, thevehicle control system configured to take action with respect to anoperation performed at least in part by the vehicle control system inresponse to a current time provided by the at least one real time clockcorresponding to a stored predetermined time.

Another feature of the present application includes the storedpredetermined time comprising both a start time for the operation and anend time for the operation.

A further feature of the present application includes the vehiclecontrol system comprising a charger and a battery management system, andwherein the apparatus further comprises at least one battery that iselectrically coupled to the battery management system, wherein theoperation is a charging operation to electrically charge the at leastone battery, and wherein the start time is a time at which the chargingoperation is commence, and the end time is another time at which thecharging operation is to end.

Yet another feature of the present application includes the at least onebattery comprises a lithium ion battery pack, while another aspectincludes the vehicle control system not including any battery sourceother than the lithium ion battery pack.

Another feature of the present application includes the at least onereal time clock being embedded in at least one of a battery storagemodule of the vehicle control system and a vehicle control module of thevehicle control system.

Still another feature of the present application includes the operationbeing an operational status check for the utility vehicle, and whereinthe vehicle control system is further configured to retrieve, during theoperational status check, operational data that includes at least one ofan operational use data, an operational fault data, and a definedcommunication bus operational data.

Yet another feature of the present application includes the operationbeing a permissible operation of the utility vehicle, and wherein thestored predetermined time comprises both a start time at whichpermissible operation of the utility vehicle commences, and an end timeat which permissible operation of the utility vehicle ends.

Still yet another feature of the present application includes theoperation being a transmission of a wake signal, and wherein the storedpredetermined time comprises at least a time at which the wake signal isto be transmitted to one or more components of the vehicle controlsystem.

While the invention has been described in connection with what ispresently considered to be the most practical and preferred embodiment,it is to be understood that the invention is not to be limited to thedisclosed embodiment(s), but on the contrary, is intended to covervarious modifications and equivalent arrangements included within thespirit and scope of the appended claims, which scope is to be accordedthe broadest interpretation so as to encompass all such modificationsand equivalent structures as permitted under the law. Furthermore itshould be understood that while the use of the word preferable,preferably, or preferred in the description above indicates that featureso described may be more desirable, it nonetheless may not be necessaryand any embodiment lacking the same may be contemplated as within thescope of the invention, that scope being defined by the claims thatfollow. In reading the claims it is intended that when words such as“a,” “an,” “at least one” and “at least a portion” are used, there is nointention to limit the claim to only one item unless specifically statedto the contrary in the claim. Further, when the language “at least aportion” and/or “a portion” is used the item may include a portionand/or the entire item unless specifically stated to the contrary.

1. A method for utilizing a real time clock of a vehicle control systemof a utility vehicle, the method comprising: determining, frominformation provided by the real time clock of the vehicle controlsystem of the utility vehicle, a first current time; determining, by thevehicle control system and using the first current time from the realtime clock, whether a wake-up time has arrived for transmitting awake-up signal to one or more components of the utility vehicle;transmitting, by the vehicle control system if the wake-up time hasarrived, the wake-up signal to the one or more components of the utilityvehicle to cause the one or more components of the utility vehicle toexit an idle mode; determining, from additional information provided bythe real time clock, a second current time, the second current timebeing later than the first current time; determining, by the vehiclecontrol system and using the second current time from the real timeclock, whether a sleep time has arrived for transmitting a sleep signalto the one or more components of the utility vehicle; and transmitting,by the vehicle control system if the sleep time has arrived, the sleepsignal to the one or more components of the utility vehicle to cause theone or more components of the utility vehicle to return to the idlemode.
 2. The method of claim 1, wherein the one or more componentsinclude telematics components directly connected to a communication busof the utility vehicle.
 3. The method of claim 1, wherein, aftertransmitting the wake-up signal to the one or more components of theutility vehicle, the method further comprises: performing, by thevehicle control system in response to transmitting the wake-up signal,an operational status check on the one or more components of the vehiclecontrol system.
 4. The method of claim 3, further comprising:retrieving, during the operational status check, operational data, theoperational data including at least one of an operational use data, anoperational fault data, and a defined communication bus operationaldata.
 5. The method of claim 4, further including the steps of: timestamping, by the vehicle control system using at least information fromthe real time clock, an event associated with at least one of initiationof the operational status check, termination of the operational statuscheck, and the retrieved operation data; and recording the event.
 6. Themethod of claim 5, further including the steps of pre-categorizing atleast some of the operational data based on at least one of thefollowing: criticality of operation, maintenance, and safety; andadjusting a time for the recorded event based on a determination thatthe retrieved operational data falls within a pre-categorized class ofoperational data.
 7. The method of claim 1, wherein the second currenttime is a pre-defined time of inactivity of the one or more componentsof the vehicle control system.
 8. The method of claim 1, wherein thesecond current time is a pre-defined period of time that has lapsedsince the transmission of the wake-up signal.
 9. A method for utilizinga real time clock of a vehicle control system of a utility vehicle, themethod comprising: determining, from information provided by the realtime clock of the vehicle control system of the utility vehicle, acurrent time; determining, by the vehicle control system using at leastthe current time from the real time clock, whether at least onepredetermined wake-up time has arrived; transmitting, by the vehiclecontrol system if the at least one predetermined wake-up time hasarrived, a wake-up signal to one or more components of the vehiclecontrol system; and performing, by the vehicle control system inresponse to transmitting the wake-up signal, at least one status checkon the one or more components of the vehicle control system.
 10. Themethod of claim 9, further comprising: transmitting, by the vehiclecontrol system, a sleep signal to return the one or more components ofthe vehicle control system to an idle or sleep mode.
 11. The method ofclaim 10, further including the steps of: time stamping, by the vehiclecontrol system using at least information from the real time clock, dataof an event associated with at least one of the transmission of thewake-up signal, performance of the at least one status check, and thetransmission of the sleep signal to return to the idle or sleep mode;and recording the event.
 12. The method of claim 10, wherein thetransmission of sleep signal occurs after a pre-defined time ofinactivity of the one or more components of the vehicle control system.13. The method of claim 10, wherein the transmission of sleep signaloccurs after a pre-defined period of time after the transmission of thewake-up signal.
 14. The method of claim 9, wherein the one or morecomponents include telematics components directly connected to acommunication bus of the utility vehicle.
 15. A utility vehicleconfigured to utilize a real time clock, the utility vehicle comprising:a utility vehicle having a vehicle control system; and at least one realtime clock communicatively coupled to the vehicle control system, thevehicle control system configured to transmit at least one wake-upsignal to one or more components of the utility vehicle in response to acurrent time provided by the at least one real time clock correspondingto a stored predetermined time.
 16. The utility vehicle of claim 15,wherein the current time is a first current time and the storedpredetermined time is a first stored predetermined time, and wherein thevehicle control system configured to transmit at least one sleep signalto the one or more components of the utility vehicle in response to asecond current time provided by the at least one real time clockcorresponding to a second stored predetermined time.
 17. The utilityvehicle of claim 16, wherein the second current time is later than thefirst current time, and wherein the second stored predetermined time islater than the first stored predetermined time.
 18. The utility vehicleof claim 17, wherein the second stored predetermined time is apre-defined time of inactivity of the one or more components of thevehicle control system.
 19. The utility vehicle of claim 17, wherein thesecond stored predetermined time is a pre-defined period of time thathas lapsed since the transmission of the wake-up signal.
 20. The utilityvehicle of claim 15, wherein the at least one real time clock isembedded in a vehicle control module of the vehicle control system.